Train and like control system



A. KERR.

TR'AIN AND LIKE CONTROL SYSTEM.

APPLICATION FILED NOV. 29,1918.

1,3 3 ,5 Patented Dec. 28, 1920,

5 SHEETSSHEET l- A. KERR.

TRAIN AND LIKE CONTROL SYSTEM.

APPLICATION FILED NOV. 29, I9I8.

Patented Dec. 28, 1920.

5 SHEETS-SHEET 2.

I flex-Q2077 A. KERR. TRAIN AND LIKE CONTROL SYSTEM.

I APPLICATION FILED NOV. 29, 1918. 1,368,514, r Patented Dec. 28,1920.

5 SHEETS-SHEET 3.

A. KERR. TRAIN AND LIKE CONTROL SYSTEM. APPLICAIION FILED NOV. 29. I918.

A. KERR. I TRAIN AND LIKE CONTROLSYSTEIVI.

. APPLICATION FILED NOV. 29, I9I8. 1363514. Patented Dec. 28,1920.

5 SHEETSSHEET 5.

YAMV 2/2 15 I T0 cHfiMBm 22 A'NDREW KERR, OF BELFAST, IRELAND.

TRAIN AND LIKE CONTROL SYSTEM.

Specification of Letters Patent.

Patented Dec. 28, 11924).

Application filed November 29, 1918. Serial No. 26 1537.

My present invention relates to an automatic signa ling system such as, for example, an automatic train control, in which the motive power such as air, steam or hydraulic pressure is controlled by means of valves which are carried by the train and automatically controlled by means of movable devices on or in proximity to the track and constructed in such a manner that they can be set by the signahnan or automatically set when the ordinary signals for clear or danger are actuated by the signalman, so that the train brakes will be either partially or fully applied and a danger or clear signal will be made on the train.

It further comprehends a novel signaling system wherein the signalman can signal to the train from a home signal when the platform is clear and also when the platform is occupied, the construction being such that when the train lever is actuated to cause a full application of the train brakes and the train is brought to a standstill, the train cannot be restarted until the driver releases a control valve.

It further comprchends a novel signaling system wherein a danger signal will be actuated on the train upon a slight application of the train brakes and the home signal also set at danger. When the train lever is further raised or another train lever is raised the full danger signal is given and a full application of the train brakes is applied and if desired the steam or other source of power is shut oil.

If the track device is set to give the clear signal it will cause the train lever to be lowered and such lowering of the train lever will give a clear signal on the train and, similarly, at the home signal a clear signal will be given if the track device is set to lower the train lever, or no clear signal may be given at the home signal if desired.

The control valves are, preferably, ar-

ranged in alinement so that movements of the train lever, or levers, in one direction, say, upwardly, will, by the first movement obtained at the distant signal, actuate the danger valve which gives the preliminary or warning signal and applies the brakes slightly to indicate danger and, by the movement of the train lever obtained by the setting of the home signal at danger, the lever will cause such further movements of the danger valves as will cause them to give the full danger signal. and apply the brakes "fully to stop the train and also, if desired, to actuate a regulator to shut off the steam or other motive power. Similarly, movements of the train lever, or levers, in the other direction, say downwardly, by movement obtained at the distant signal will actuate the valve controlling the warning signal to actuate same and, at the home signal, set at clear, the lever will be so moved as to actuate a clear signal.

referably the apparatus throughout is so made that whenever any part thereof breaks or otherwise fails to act the danger signal will be immediately given on the train or the like and (or) the train will be immediately stopped. This may be effected by making all the vital parts (Whether movmg or non-moving) hollow and connecting them, by flexible or other connections, with the train brake pipe, so that, in the event of any of such parts being accidentally damaged or broken air would be admitted to the train pipe of a vacuum brake system or allowed to escape from a pressure brake sys tem and the brakes of the train applied in the well known manner, while, if desired, at the same time, the reduction of the vacuum or pressure, as the case maybe, can be caused to actuate any desired visible and. (or) audible signal or signals in the engine cab and (or) elsewhere on the train. I

in connection with vacuum operated apparatus or apparatus operated by compressed air or pressure, and in connection with the movement of the engine contact apparatus into and out of the ready position and in connection with the reversal of an engine fitted with such apparatus, I provide means which, when the apparatus is moved completely out of action, shuts off the connection with the brake pipes and, when the apparatus is fully in the ready for action position remakes the connection, and in any intermediate position, places the train pipe in connection with the atmosphere, so that, in the event of the apparatus being neither fully out of, nor fully in, the ready position a signal will be given and (or) the train brakes will be applied and the train ofiicials thereby made aware that the apparatus is not working properly or has stuck.

In order that the invention may be clearly understood I have hereunto appended explanatory drawings whereon train control apparatus in accordance with my invention is shown by way of illustration or example.

Figure 1 shows the ramp provided as a warning signal before the distant signal.

Fig. 2 is a cross section of this ramp and showing the supports in end view.

Fig. 3 is a view showing the ramp at the distant signal.

Fig. 4 is a view showing the ramp at the home signal.

Fig. 4& is a ramp as used where a calling on arm is provided at the home signal.

Fig. 5 is a general view of the train apparatus showing the various parts in section where necessary to properly illustrate the invention.

Fig. 5 is a sectional view of the automatic reversing valve.

Fig. 5 is a back elevation of the automatic reversing valve.

Fig. 6 is a plan view partly in section of the control valves and showing a connection with the actuating lever and contact tube, the section being taken substantially on the line 66 of Fig. 5.

Fig. 7 is an elevation partly in section on the center line of Fig.- 6.

Fig. 7 is a section on the line A, B, Fig. 7.

Fig. 8 is a detail view partly in section of the cylinder for giving the full danger signal and full application of the brakes. Its

connection with the train pipe at the front of the engine is also shown.

Fig. 8 is a plan view of the cylinder as shown in Fig. 8.

Similar numerals of reference indicate corresponding parts. Referring to the drawings, as best seen in Fig. 7, A represents the engine frame. B represents a side foot plate and C represents carrying brackets having suitable adjustment provided for the proper adjustment of the apparatus relatively to the ramps. A stay D is also provided for additional strength and adjustment.

As a warning to the driver that he is approaching the distant signal, or signaling area, the ramp 1 is fixed in position with a permanent inclination downward in the direction of travel (see Figs. 1 and 2). An oil cup 1 is provided for lubricating the ramp and contact'tube. At the distant signal the ramp 2 is made movable, being fulcrumed at 2* and having its front end 2 movable behind a fixed entrance gate 2. In order to prevent the contact tube 5, see Fig. 6, from rising above the ramp due to its momentum I may provide a guard 52 above the ramp 2, see Fig. 3. A similar guard may if desired be provided below the ramp to prevent undue depression of the contact tube 5*. These guards could be provided at any or all of the ramps. The ramp 2 is 0011- trolled by being connected with the signal wire 4 (see Fig. 3) controlling the distant signal, in such manner that on the slackening of the wire to give a danger signal the front end 2 of the ramp 2 will be lowered by its own weight (assisted by spring action if necessary) to the position shown in dotted lines in Fig. 8. The pulling of the distant signal to give the clear signal will automatically pull up the front end 2 of the ramp 2 to the position shown in full lines in Fig. 3. The construction and connections shown give a simple and direct pull over the connecting pulley 2 at the top of the movable end of the ramp. At the home signal the ramp 3 is generally similar to the ramp 2 but it is so made and supported that its fulcrum end 8 is higher than the fulcrum end of the ramp 2; the purpose of this will be hereinafter explained. A guide and support is provided about mid length of the ramp to prevent the ramp being buckled or deflected either up or down at the middle. The ramp is in each case preferably protccted from damage by falling coal, etc. by the wooden guard 2 shown in Figs. 3 and 4 of the drawings.

Suitable train apparatus for use with ramps made and raised in accordance with my invention is shown in Fig. 6 of the drawings and comprises a contact tube 5* at the end of a movable lever 5 secured. on the end of a spindle 6 which also forms the piston rod connecting with a piston 7 which controls the moving of the lever 5 into and out of working position as will be hereinafter explained. The spindle 6 also carries the lever 8 which controls the movement of the valves 9, 10 and 11 which are arranged in alinement as shown. The valve 9 controls the admission of air to a cylinder 12 in which a piston 12 is normally held in a certain position with vacuum top and bottom, being connected with the vacuum chamber 22 by pipe 12 so that when the vacuum is destroyed on one side of the piston the piston will be moved and its movement will be used to actuate a whistle or other audible signal. The valve 10 controls the admission of air to a cylinder 13 in which a piston 13 is normally under vacuum on both sides, being connected with vacuum chamber 22- by pipe 13 so that when the vacuum on one side is destroyed by the admission of air the piston will be moved and in moving it will unseat a double beat valve comprislng valves 14* and 14 the former controlling the admission of air through pipe 13 to the whistle power cylinder 12, and to the train pipe 15 through a pipe 13 thereby giving a warning and applyingthe brake slightly. The piston 13 is so made at its upper end 13 that when moved by the admission of air as above described it will be automatically held or engaged by a spring control catch 16 which will retain it with the valves 14 and 14 open to the atmosphere until the catch 16 is released and the piston 13 is forced down so as to cause the valves 14 and 1 1 to be reseated, thus cutting oil" the whistle cylinder and train pipe from communication with the atmosphere. The brakes can then be released in the usual way, the vacuum being restored on both sides of the pistons in the cylinders 12 and 13 by the small holes in the pistons 12 and 13. The valve 11 only comes into operation when the lever S is moved to such an extent as to cause the part of the spindle of the valve 10 to move against and move the valve 11 so as to cause the latter to uncover the port 11 whereupon air will be admitted to the pipe 11 leading to the cylinder 17, see Fig. 8, thereby admitting air to the underside of the piston 17 The piston 17 is normally under vacuum on both Sides, being connected to vacuum chamber 22 by pipe 17, and in the position shown at Fig. 8, it retains the valves 18 and 19 closed, but when moved by the admission of air through the pipe 11 it will cause the valves 18 and 19 to lift, whereby air will be admitted to the full bore of the train pipe so as to cause a full application of the brakes. hen the piston 17 is moved up as described a ring or collar 17 on its spindle is engaged by a spring catch 20 which retains it in the up position until it is released by the driver.

The apparatus may be arranged to work with compressed air or fluid pressure instead of by vacuum as herein described, and the valves would in such event be designed to suit the operating fluid.

In order that an engine may run or be available for running backward or forward as required I preferably provide two sets of the apparatus, one on each side of the engine or tender, one adapted for forward running and the other adapted for backward running. The left hand. apparatus would preferably be used. It is necessary that either one or other of the levers 5 should be out of action when the other lever is in action, and for this purpose I provide and connect to the reversing lever of the engine a valve 21, adapted in one position to admit air to a pipe 21 while the pipe 21 is under vacuum, and in the other position to admit air to the pipe 21 while the pipe 21* is under vacuum. Where it is possible to run the spindle 6 through from side to side of the engine, it is only necessary to duplicate the contact tube and attach both tubes to the same spindle, so that when one is in action the other will be out of action. In cases when the spindle 6 cannot be extended, the cylinder will have to be duplicated and so connected that the pipe connecting the rear of one piston will be con nected with the front of the other piston, so that when one is in action the other is out of action. All the other apparatus and pipes would be connected to both cylinders. In the example shown in Fig. 7, the apparatus is out of action with the lever 5 drawn in. This shows the position with the pipe 21 in communication with the air and with the valve 21 causing the pipe 21 to be in communication with the vacuum pipe 22 leading to the vacuum chamber 22 In this position air is admitted to the front side of the piston 7 through the pipe 21, while, during the moving of the piston 7 to the position shown, the rear of the piston is in communication withthe vacuum by the pipe 21". At the position shown the piston 7 has cut off communication with the vacuum and the piston covers the port 21 (see Fig. 7). As the piston moves back over the port 21 a certain amount of air is trapped behind the piston and acts as a cushioning means to prevent the piston knocking. hen it is desired to bring the lever 5 into action the reversing lever is moved over so 100 as to bring the pipe 21 in communication with the air and bring the pipe 21 into communication with the vacuum pipe 22. The

front of the piston 7 will then be in communication with the vacuum chamber 22 by pipe 22 and pipe 21, and the air would pass by the pipe 21 by-pass 21 and ball valve 21 to the rear of the piston 7, which will then move outward and will bring the lever into the ready for action position. In order to insure that the lever 5 will not be left at any intermediate position a port 24 see Figs. 5 and 6 leads into a pipe 2d leading to a power cylinder 25, so that when a vacuum is created in front of the piston 7 through pipe 21 connecting the front of piston 7 with the vacuum chamber, vacuum will also be created in rear of the piston 25, whereby the latter will be pushed in and caused to actuate the whistle lever 23 or 1 0 other audible signal so long as the port 24 remains open to vacuum. When thev piston 27 reaches the position at which the lever 5 is in its full out position the port 2 1 will be closed by the piston 7 thereby cutting off the vacuum from behind the piston 25 and the atmospheric pressure will be restored behind the piston 25 by the small hole 25*, and when the atmospheric pressure is on both sides of the piston 25 the spring 25 13.0

. will return. the piston to the out position and so relieve its action on the Whistle or other audible signal. The by-p'ass 21 and ball valve 21 are provided to serve the same purpose as the by-pass 21 and ball valve 21 If the piston 7 failed to reach the full in position as shown on the drawings, a port 26 in communication with a pipe 26 connects the vacuum chamber 22 with a cylinder 27, whereby the rear of a piston 27 is placed in communication with the vacuum and the piston is pushed in by atmospheric pressure by having atmospheric pressure on one side and vacuum on the other with the same result as already described with reference to the piston 25*. When there-is ,no vacuum, the levers 5 are held in the inward or out of action position by the springs 31.

In order to allow of the engine being linked or notched up from full gear to mid gear or any intermediate position, I provide on the spindle 21 which actuates the valve 21, a plate or disk 21 having a gap 21 therein which allows of a pinor projection on the reversing lever 21 being moved to mid position without actuating the valve, but should the reversing lever 21 be moved beyond mid position for reversing the engine then the pin or projection thereon engages one side of the gap 21 and causes the spindle 21 and valve 21 to be turned with the result above described. This freedom of linking or notching applies in both directions. The dotted circles show diilerent positions of the pin on the reversing lever 21*. The valve 21 is under the action of springs 21 and 21 through the medium of a lever 21*, whereby, when the valve 21 passes the center line or half travel, then the springs assist in completing the movement of the valve and insure that it is fully moved. These springs hold the valve and prevent it being accidentally moved by vibration of the engine.

The contact tube 5, lever 5, and spindle 6 are hollow and in communication with the cylinder 13 so that, in the event of any of them breaking, air enters by the port 28, flexible pipe 28 and port 28 leading through the valve to pipe 29 leading to the cylinder 13, with the result described as happening when at the distant danger signal. Similarly, the spindles of the valves 9 and 10 are hollow and in the event of them breaking air would be admitted through ports 9 and 10 to pipes 9 and 29 leading to the cylinders 12 and 13 respectively, with the result that a continuous audible signal is given by the moving of the piston in cylinder 12 and a slight brake application is eliected by the movement of the piston in cylinder 13.

When a train approaching the distant signal encounters the warning ramp 1, the contact tube 5 will be deflected downward,

thereby moving the lever 8 in the direction of the arrow in (see Fig. 5.) This will cause the valve 9 to be moved so as to admit air through the port 9 and into the pipe 9 lead- 12 and cause it to actuate the lever 23 of a whistle or other audible signal, whereby the driver of the train will receive warning that he is approaching a signaling area. When the contact tube 5 clears the ramp, the valve 9 will be reseated slowly due to the retarding action as will be described, the vacuum being restored in the pipe 9 through the small hole in the piston 12 which will have vacuum created on both sides of it, and it will then be moved to its normal position, due to the cross sectional area of the spindle 12 being greater than the cross sectional area of the spindle 12 Atmospheric pressure will then push up the piston 12' so as to release its action on the whistle. On reaching the distant signal set at clear, the ramp 2 will have been pulled with its front end. up and the contact tube 5* will be again deflected downward with the result already described. On reaching the home signal set at clear, the ramp 3 may be arranged to repeat the clear signal, or it may as shown in the drawings be arranged so that the train apparatus will not be brought into contact with the ramp 3. When a train having passed the warning signal ramp 1 reaches the distant signal set at danger with the ram p 2 with its front end lowered, the contart tube 5 will be deflected upward, causing the lever 8 to move in the direction of the arrow g and effecting such movement of the valve 10 as will cause it to be unseated, whereby air would be admitted through the air holes 32 into the pipe 29 leading to the cylinder 13 whereby air will be admitted on one side of the piston 13 the upper side of the piston 13* being in communication with the vacuum chamber, with the result that the piston 13 will be moved upward and will raise the valves 14* and 14 oil their seats, thereby blowing the whistle and slightly applying the brakes as already described.

When a train having passed the distant signal set at danger, reaches the home signal also at danger the contact tube 5 will be deflected upward and will cause the lever 8 to be moved to such an extent as will cause the valve 10 to move so that its part 10* will be moved against and will move the valve 11 so to cause same to uncover the port 11 so as to admit air into the pipe 11*, the air passing into the cylinder of the valve 11 through holes 32. Provision may be made by a guard, such as 2 (Fig. 3) as already described, to prevent the valve 11 being brought into operation at the distant signal when it is set at danger. The air admitted to pipe 11 passes to the underside of the piston 17 in the power cylinder 17, the other side of said piston being in communication with the vacuum chamber, with the result that the piston l7 will be moved upward and will unseat the valves 18 and 19,'thereby admitting air equal to the full bore of the train pipe and thus giving a full application of the train brakes, so that the train will be brought to a standstill independently of the driver who can only restart his engine by reseating the valves 18 and 19 and restoring the vacuum in the train pipe, as already described.

At the starting and advance starting signals, I provide ramps such as are provided at the home signal, which ramps will be set and would operate in the manner already described with reference to the ramp at the home signal.

lVith the object of reducing the length of the ramp to a minimum, I provide for retarding the return action of the valves 9 and 10 so as to insure that the valves will be sufliciently long open to allow the relay pistons 12 and 13 to act and also in the case of a full brake danger movement of the valves 10 and 11 to allow the piston 17 to act under danger signal at the home signal. The retarding of the return action of the valves 9 and 10 is effected by providing packing rings 33 or equivalent whereby air can be trapped behind the piston of the valve, air being drawn in through non-return valve 34 during the forward action of the valve. which action is effected against the action of a spring 35. When the contact tube 5 clears the ramp the valve 9 or 10 or 11, as the case may be, is brought back by the spring 85 which reaction at the same time brings the lever 8 back to its central position, this return action being retarded by the air trapped behind the piston of the valve, provision being made at the ball valve for a gradual escape of the trapped air.

At the home signal ramp where a calling on arm is provided, I may provide a ramp consisting of a front and a rear portion as shown at Fig. 4 the front portion when lowered giving a slight application of the brakes and the rear portion a full application of the brakes in the manner hereinbefore described, the arrangement being such that it is set at danger, and prevent the full stoppage of the train as it is being brought past the home signal, which remains set at danger.

Having now fully described my invention what I claim and desire to secure by Let ters Patent, is

l. The combination with a fulcrumed ramp at the distance signal, of a fulcrumed ramp at the home signal having its fulcrum end higher than the fulcrum end of the ramp at the distance si nal, and train controlling apparatus cooperating with said ramps.

2. The combination with a fulcrumed ramp at the distance signal, of a fulcrumed ramp at the home signal having its fulcrum end higher than the fulcrum end of the ramp at the distance signal, guards for said ramps,

and train controlling apparatus cooperating with said ramps.

3. The combination with a fulcrumed ramp at the distance signal, of a fulcrumed ramp at the home signal having its fulcrum end higher than the fulcrum end of the ramp at the distance signal, means to prevent buckling of said ramps, and train controlling apparatus cooperating with said ramps.

4. The combination with a ramp and means to position it, of a contact member carried by the train, a cylinder actuated by said contact member and provided with a piston, means to set said cylinder in the position to which it is moved, a train pipe, valve mechanism actuated by said contact member to admit air to the train pipe to effect a partial application of the train brakes, and a second cylinder to admit air to the full bore of the train pipe to eifect a full application of the brakes.

5. The combination with a ramp and means to position it, of a contact member carried by the train, a cylinder actuated by said contact member'and provided with a piston, means to set said cylinder in the position to which it is moved, a train pipe, valve mechanism actuated by said contact member to admit air to the train pipe to elfect a partial application of the train brakes, a second cylinder to admit air to the full bore of the train pipe to effect a full application of the brakes, and means to retain said second cylinder in its set position until released by the operator.

6. The combination with a warning ramp and means to position it, of a contact tube actuated by said warning ramp, a cylinder, a valve for controlling the action of the cyl inder, said cylinder having a piston, one end of which is in communication with a vacuum chamber and to the other end of which air is admitted by said valve, a signal operatively connected with said piston and actuated by it, and means to form a vacuum on both sides of the piston after said contact tube moves out of engagement with said ramp. a

7 The combination with a distance signal set at distance and a home signal also set at 5 distance, of a contact tube carried by the train, a cylinder actuated by said contact tube and including a valve controlling the admission of air to the train pipe to effect the operation of the train brakes, and a piston to one side of which air is admitted and 10 the other side of which is subjected to a vacuum, and means actuated by said cylinder to admit air to the full bore of the train pipe and cause a full application of the train brakes to bring the train to a stand- 15 still independent of the driver.

In testimony whereof I aflix my si ature. ANDREW K RB, 

